Train-stop.



H M, (l1/UN,

TRAIN STOP.

APPucATioN man fE.27. 1914.

Patented Aug. 10, 1915.

2 SHEETS-SHEET l.

TMW STOP.

APFLICATION FILED FEB. 27 i914.

..... HUT., THHTVQTN.

v 25 ficient means of v2 is a rotatable circular valve mounted on HENRY MARTIN GAIN' 0F BELLEVILLE, ON'ILAB'Q'IQ CANADA.

raam-eroe Application filed February 27,

Be it krown that LHENRY MARTIN GAIN,

a subject of the King of Great Britain, and

resident of 302 Bleeker avenue, in the city of Belleville, in the county of Hastings,

Province of Ontario, in the Dominion of,f Canada, have invented certain new and useful Improvements in T rain-Stops, of which the following,r is a: specification.

The invention relates to improvements in train stops as described in the present specification and illustrated in the accompanying drawings that form part of the same.

The invention consists essentially in the novel construction and arrangement of parts whereby the train is brought to a standstill" by certain mechanism with electric and pneumatic attachments.

The objects of the invention are to eliminate accidents due to collisions and derailinents of railroad trains, to take over the 'control of the train under such circumstances from the regular attendant and generally to provide a cheap, simple and efsafeguarding lives and property. i Q. n u In the drawings, Fi'gure 1 is a perspective and diagrammatic view of the operating mechanism. Eig. 2 is a plan viewf ofthe vflbraclizet and operating mechanism. Fig. 3 is a side elevation of ani electrical track contact; Fig. 4 is 'a plan View of aportable contact'rame. Fig. 5 is ah'end elevation of l the :track contacts and railway rails;

Like numerals of reference indicate corresponding parts in each figure.4 Referring to the drawings, 1 is a bracket "in the locomotive cab` conveniently situated to the throttle.

"the' bracketY l and having the, diametrical port 3 therethrough and the recess 4 abone' side thereof.v

.I 5 is a pinionfxedlyrniounted Centrally en.

the top of the .valve 2 being supportedybn the shaft 6 projecting upwardly fromlthe journal 7. r 1

8 is a circular casinghaving the fiange 9 rigidly secured to the bracket lj'a'nd the journalfbearing 10 receiving the journal' 7,

and also having theinlet 'port'll diametrically opposite the outlet 'port 12. said ports registering with.' the port-3, and the exhaust Speciucation of Letters Patent.

Patented Aug'. 1o, 1915.

1914. Serial No. 821,394.

4 for the release of trapped air.

14 is a compressed air tank connected with the port 11 by the pipe 15.

16 is an electro-magnet secured to the un"- derside of the top of the frame 17 the latter being supported on the bracket 1 vadjacent to the valve 2, said electro-magnet 16 being included in a circuit 18 energized by 'the electric batteries 19 or from any other suitable source of current. f 20 andz21 are `casinggs preferably secured at the. front of the locomotive between the rnilson which the said locomotive trayelsv 22 and 23 are shoes inclosed in th'e `casings 20 and 21 respectively"and resiliently held to their' lower positions by the springs Aport 13 adapted to register'with the recess.'

24 and 25, said shoes projecting below said casiugs and carrying at the lower ends the: electricrbrushes and 27, said brushes .beim.lr included in said circuit 18 and normally iprming the break in said circuit.

28 and 29 are T-shaped electrical contacts electrically joined by the rod 30 the latter forming the electricsvvitchl arm which to.

closes the break'insaid circuit 18 and energether with :saidcontacts and said brushesso prizes the electro-magnet 16. The said con' tacts 28 and29 are pivotally secured in the frame 3Of between .the rails on which the locomotive travels. The lower ends of saidv contacts'are pivotally connected toa rod 31. the latter being pivotallv joined to one scctionof the crank lever 32, which is also connected to the semaphore ai'm 33, of course this part of the mechanism may be changed to suit the diferent mechanisms pertaining to various signal systems. but ifthe means described the'raisine' of the 'semaphore arml swings thecontactsj 28 and29 ontheir pivots. and sets them' upright where they are brushed bv the brushes 2G and 27 in order to prevent the' 'locomotive rushing past the semaphore .34 is a cylinder ic /losed at each end fand supported'on the feet i5-and on theb-racket 1. 'and extending partly'over the'casing 8 in inner end of the ,cylinder 34 .and its closed the direction'of the pinion 5, said cylinder end 38 adjacent to the magnet frame 17, said cylinder 37 being supported on the feet 39 on the bracket 1 and extending part way over the casing 8 in the direction of the pinion 5.

40 is a piston operating in the cylinder 34.

41 is a piston operating in the cylinder 37.

4'2 is a toothed rack coacting with the pinion 5 and joining the pistons 40 and 41, so that any movement of said pistons will immediately actuate pinion 5 and consequently turn the rotatable valve 2.

43 is a spring of any suitable type, though here shown as a helical spring between the piston 41 and the closed end 38 of the cylinder 37, the tendency of said spring 43 being to move the piston 41 to the open end of the cylinder 37,- and the piston 40 to the closed end of the cylinder 34, and to move the valve 2, so aste bring the port 3 into register with the ports 11 and 12.

44 is a rod from the piston 41 extending outwardly through the correspondingly squared orifice in the closed end 38 and having the notched end 45.

46 is the armature of the electro-magnet 16, said armature being pivotally secured in the bracket 47 extending downwardly from the top of the frame 17 and having the notched end 48 corresponding with the notched end 45 and engaging lsaid rod 44 in its lower position, though released from said rod 44 by the energization of the magnet 16 as said magnet picks up the armature and lifts it out of engagement with the notch 45. The armature 46 enga es the rod' 44 in the compressed position oft e' spring 43 and the armature and the rod by means of their notched ends hold the said spring compressed until released by the closing of the circuit 18, otherwise by the contacting of the brushes 26 and 2.7 with the contacts 28 and 20.

49 is a cylinder having the inlet 50 through one of its headsand the outlet 51 through the side wall thereof, intermediate of its length.

52 is a piston operating in the cylinder 49.

53 is a piston rod extending outwardly through the head of the cylinder-49 from the piston 52, and engaging the throttle lever 54.

55 is a pi c leading from the outlet port 12 of the va ve casing 8 to the inlet port 50 of the cylinder 49, thereby establishing communication between the compressed air reservoir 14 and the cylinder 49, on the operation of the pistons 40 and 41, the latter being actuated by the spring 43, consequently operating the piston 52 'and moving the throttle lever 54 to its closed position.

56 is a cylinder closed at one end 57 and having the inlet 50 through said closed end.

59 is a piston operating inthe cylinder 56.

60 1s a piston rod extending from the piston 59 and pivotally joined to the brake leverl, said brake lever operating with a spring pawl over the toothed disk 62, conse uently remaining in the position to which it 1s moved until manually changed.

63 is a pi e tapping the pipe 55 adjacent to the cylin er 49 and leading to the inlet 58 and so establishing communication from the compressed air reservoir 14 to the cylinder 5G and automatically operating the brake mechanism.

64 is a plipe connecting the exhaust opening 51 wit the cylinder 34.

. n the operation of this invention it will be seen that the track contact frame is made up, so that it can be rigidly secured at any point that may be desired, preferably' directly opposite a semaphore signal or switch, thus there will be an operating lever from the mechanism operating the semaphore arm or from the switch mechanism. This will insure settin upright the track contacts, which are pivotally secured in the frame held between the rails of the trackway. ln their upright position these. contacts must be. hrus led b v the brushes at the end oi the shoes from the locomotive and these close the local circuit in the cab of the locomotive,v which energizes the electro-magnet 15, with the result that the armature 46 is lifted and thus becomes disengaged from the rod 44. The spring 43 now comes into action, and drives the piston 41 to the open end of the cylinder 37 and the piston 40 to the closed end of the cylinder 34. as explained in the foregoing, and turns the valve Q. The air from the reservoir 14 flows through the valve into the cylinder 49 and into the cylinder 56, operating throttle and brake levers as described. The air exhausting from the e linder 49 through the outlet 51 flows t rough the i e 64 into the cylinder 34 and through the in et 36 and drives the'piston 40 back to its original position and conseuently the iston 41 against the pressure. ot t e spring A3. The electrical circuit being.r broken by the passage of the locomotive oil the contacts 28 and 29 leaves the armature 46 in its lower osition, therefore the notched rod 44 wil envage said armature 46 and thus hold the piston 41 adjacent to theclosed end 38 of the cylinder 37 and the spr1ng 43 compressed between said piston and said closed end until the next operation of the device occurs.

This trainstop mechanism is particularly adaptable to act in conjunction with the present eilicicnt signal systems and while a very simple connection has been shown` it must be lunderstood that the present invention is intended to be used with the most modern si al devices.

It 1s wel known that most of the aceidentsthat occur are through the ambition of the railroad engineers to rush signals in their anxiety to keep to the'schedule time, and it is to avoid this'and put it beyond the power of the engineer to avoid stopping that this invention lias been devised, and it is not intended that the invention shall be nsed independently of existin apparatus but of course it may be success uly o erated with any new or ola railroad device t at will serve the purpose of puttin the contacts into or out of position, an further, this invention may be used with other motive power that compressed air, though the latter in nearly every case will be most convenieiit.

The various arts need not necessarily be constructed and) arranged as described herein. but inny be varied according to the scope of the claims for novelty following this descri tion.

il at I claim is 1. In a train stop, a source of electrical energy and contacts apart from the vehicle, a fluid supply, a fluid valve, a throttle lever, a rack and pinion mechanism for o ning and shutting said valve automatica lv, an armature normally connected with said rack and maintaining said valve in its shut osition, electrical means for releasing sai armature from its engagement, mechanical means for operating said throttle actuatedv by said fluid sup ly, the latter governed by said valve, an connections from said throttle operating means to said valve operating means for conveying fluid to return the valve operating means to its normal position.

9. In a train stop, a. source of electrical energy and contacts apart from the vehicle, a fluid supply, a flui valve, an operating lever connected with the train arresting mechanism, a fluid cylinder and piston operating therein connected with said operating lever and with said fluid supply through said valve, an electric device energized from said source and in operating relations with a pivoted armature, a' spring operated rack coacting with a pinion for opening said valve normally held from operation by said armature and fluid means connected with said cylinder for returning said spring operated rack to its normal position after operation.

3. In a train stop, a source of electrical energy and contacts apart from the vehicle, an air reservoir, a rotary air valve, a pinion mounted on the stem of said valve a rack coacting with said pinion and having plungers mounted thereon, cylinders containing said plungers, a spring exerting pressure on a plunger and driving said rack to open said valve, an electro-magnet having its armature normally engaging said rack against said spring pressure, an arresting lever and pneumatic means for operating said arresting lever connected to said Vfluid supply through said valve and having the exhaust therefrom connected to one of said plunger cylinders for driving said 'plungers and bringing said rack into engagement with said armature.

4. In a train stop, a vehicle, a pair of brushes attached to said vehicle, a pair of track contacts, a local circuit suitably energized and connected to said brushes, an electromagnet in said circuit and a pivoted armature lifted by said magnet, said armature having a latch end, a pair of cylinders, pistons operating in said cylinders, a rod joining said pistons, a. spring driving one of said pistons and conse uently the other, a rod connected to said directly driven piston having a latch end engaging said armature in the lower position of said armature, a. valve operated by said rod joining the pistons, an expansile fluid tank, a cylinder connected through said valve to said expansile fluid tank and a piston operating in the latter cylinder, a vehicle control lever operatively connected with the latter piston and connections from said control lever cylinder to one of said valve operating cylinders for the flow of expansile fluid to drive said valve gear pistons against said spring pressure and connecting the armature and the rod from the ring driven piston.

5. In a train stop, a circular rotatable valve having a diametrical port therethrough, a central circular boss on top thereof, a pinion supported above said boss, a casing havin an inlet port and an outlet port diametrica ly arranged in relation to one another and a circular opening in the center thereof forming a journal bearing round the edges of said opening for said valve, a pair of cylinders, istons operating in said cylinders, a toot ed rack joining said pistons and coacting with said pinion and means for driving said pistons to open said valve, means for returning said pistons to their normal position, an -expansile fluid tank, a cylinder and a iston operating therein, a vehicle control ever operatively connected to the latter iston, a pipe joining the latter cylinder to t e outlet in said valve casing, and a pipe connectin the expansile fluid tank to the inlet in sai valve casing.

6. In a train stop, a pair of track contacts, a pair of brushes carried by the vehicle, a local electrical circuit within said vehicle and c onnected to said brushes, means for energizing said circuit, an electro-magnet in said circuit, an armature pivotally supported and having a notched end, a pair of cylinders, a pair of pistons operating in said cylinders, a rod oining said cylinders and said pistons, a ro extendin from one of said pistons throu h a cylin er head and having a notched en engaging said notched end of the armature in the lower position of the latter, a spring behind one of said pistons for driving the said pistons, a rotatable air valve operated by the movement of said issaid tappin i e, a piston operating the lof P P P tons, a compressed air tank connected latter cylin r, and a brake lever operathrough said valve, a cylinder, a piston in tively connected to the latter piston.

the latter cylindemfathrottle lever connected Signed at the city of Toronto, Ontario, to said latter Cpiston, said cylinder being conthis 23rd day of December 1913.

nected to sai `compressed air tank through HENRY MARTIN GAIN. said valve, a pi e tapping said connection Witnesses:

to the air tank a jacent to said throttle lever W. G. HAMMOND,

operating cylinder, a cylinder connected to R. POUND.

opies of this patent may be obtained tot Ave cents each, by addressing the "Oommmioner of Patents, Washington, D. 0. 

